Internal-combustion engine.



T. BERLIZE.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED JUNE 23. 1914.

1 ,201,678. Patented 00. 17, 1916.

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T. BERLIZE.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED JUNE23, 1914.

Patented Oct. 17, 1916.

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T. BERLIZE.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED JUNE 23,1914.

Patented Oct. 17,- 1916.

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T. BERLIZE.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED JUNE 23. 1914.

Patented Oct. 17, 1916.

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ATT'Y.

UNITED STATES PATENT OFFICE.

THEOPHILE BERLIZE, 0F BRUSSELS, BELGIUM, ASSIGNOR T0 SOCIETE LE MOTEUIR,

BERLIZE, .QF ANTWERP, BELGIUM, ACOR'PORATION OF BELGIUM.

INTERNAL-COMBUSTION ENGINE.

Specification of Letters Patent.

Patented Oct. 17, 1916.

To all whom it may concern:

Be it known that I, THEOPHILE BERLIZE, citizen of Belgium, residing atBrussels, Belgium, have invented certain new and useful Improvements inInternal-Combustion Engines, of which the following is a specification.

This invention relates to a distribution mechanism comprisingreciprocating sleeves especially applicable to two-stroke cycle internalcombustion engines. v

In the majority of two stroke cycleinternal combustion or explosionengines the inlet and exhaust ports are formed in the cylinder verynearly at the same level and the piston, which acts as the valve,carries a guide web called a defiector,the function of which is to guidethe'fresh gases toward the top of the cylinder while the burnt gasesescape at the bottom. This arrangement gives rise to losses offresh gaswhich become the more considerable the greater the reduction of thespeed of the engine. It is therefore desirable that the inlet andexhaust shall take place at opposite ends of the cylinder, whichnecessitates the use of a positively operated valve for the inlet. Theapplication of inlet valves to two stroke cycle internal combustionengines presents however very serious difliculties, owing to the shortduration of the period of admission which takes place during the momentin which the piston is at the end of its downward stroke, and also owingto the impossibility of avoiding stratification of the gases admitted.Furthermore at high speeds, the valves are subjected to disturbances inworking, to racing, to shocks and breakages.

The slide valves proposed hitherto, for two stroke cycle internalcombustion engines do not effect the desired purpose in a satisfactorymanner. In particular a rotary valve which by the fact ofits-rotationalone is in contact with the burning gases over a great part of itscircumference, wears out rapidly and quickly gives rise to leakages. Onthe other hand in, a valvewith a reciprocating movement it is difficultto prevent the forces of inertia from becoming unduly great when highspeeds are reached. Furthermore the difficulties are increased in allcases owing to the fact that in a two stroke cycle engine, there are twoadmissions for each revolution of the driving crank, one in the pumpbody which is generally constituted by the crank casing, and the otherin l located in a-tubular casing attached to or I formedin one with thecylinder and forming an extension of the pump body that is constitutedby the crank casing. This extension communicates, through suitableports, on theone hand with the cylinder and on the other hand with thegas supply pipe and within it is arranged to work a slide valve or mainsleeve formed with openings corresponding to these ports. Arranged toslide in the main sleeve, opposite the inlet ports to the cylinder, andcrank casing re spectively, are two auxiliary or expansion sleeves, thethree sliding sleeves being operated separately'by the valve shaft. Thevalve arrangement may be placed either vertically, horizontally orobliquely.-

Figure l of the accompanying illustrative drawings, shows in verticalsection a twostroke cycle internal combustion engine embodying theinvention. Fig. 2 is a vertical section corresponding to the line XY ofFig. 1. Figs. 3 to 16 represent the relative positions of the valvemembers during one complete revolution of the valve shaft, that is tosay during two consecutive revolutions of the driving shaft.

Fixed to or formed in one withthe cylinder 1 of the engine, is a tubularcasing 2 formed with two rows of ports of which those marked, 3, 3communicate at all times with the upper part of the cylinder and thosemarkedt, 4' with the supply pipe for the combustible'gases. Mounted toslide in the casing 52 is a main cylindrical slide valve or sleeve 5formed near its upper end with a row of ports 6, 6 serving for theadmission of the fresh gases to the motor cylinder, and

near the bottom formed with two superposed rows of ports 7, 7 and 8, 8Which serve alternately for the admission of fresh gases to the crankcasing 9 which, in the example under notice, constitutes a pump bodyinto which the explosive mixture is drawn and slightly compressed priorto its introduction into the cylinder.

Mounted to slide within the sleeves 5 are two expansion slidevalvesorsleeves 10 and 11. The upper sleeve 10 is formed with a row ofports 12,12 which, are adapted "to coin cide with the ports 6, 6 in thesleeve awhile the lower sleeve 11 is formed with two rows of ports 13,13 and 14, 14 which are respectively adapted to coincide with the ports7 7 and 8, 8 of the sleeve 5. The dilierent sleeves are provided withpackir'i'g rings 15 at suitable points. The three sleeves 5,10 and 11are operated through connecting rods 16, 17 and18 and cranks 19, 20 and21 by the valve shaft 22 which rotates at aspeed which is half that ofthe driving shaft. The relative positions in which the cranks 19, 20 and21 are fixed are determined in such a manner as to give the desiredduration to theperiods of admission. In the example illustrated, thecrank 19 of the main sleeve 5 is fixed at an angle of 180 to the crank20 of the upper sleeve 10 and at an angle of 60 to the crank 21 of thelower sleeve 11.

The gases admitted to the crank casing, through the portst and o enings7and 13 or 8 and 14, are compressed y the piston 23 of the motor, thenadmitted to the cylinder 1 near the sparking plug 24 through theopenings 12 and 6 and the ports 3'. The burnt gases from the previousexplosion are swept out through an exhaust port 25 which the piston 23uncovers. Throughout their course the gases therefore come in contactwith the passages of large area only which give rise neither to eddiesor losses in the charge and insure a liberal supply to the cylinder evenat very high speeds.

The positions of the slide Valves 5, 10' and 11 relatively to the casing2 during one complete revolution of the valve shaft and corresponding totwo revolutions of the driving crank 26, are shown diagrammatically inFigs. 3 to 16 the lower parts of which show the corresponding positionsofthe driving crank 26. The arrows in full lines indicate the directionof movement of the slide valves, while the arrows in dotted linesindicate the directions of the currents of gas admitted.

It will be seen that the admission of the gases to the cylinder takesplace at the moment in which the piston 23 is at the'en'd of itsdownward stroke, while the main slide valve 5 and the expansion slidevalve 10 are at the middle of their strokes, that is to say at themoment in which the speed of these valves is the greatest. The admissionof the gases to the crank casing pump body takes place when theadmission of the fresh gases to the cylinder is complete. It commencesduringthe upward stroke of the piston 23, continues throughout theduration thereof and only ceases when the piston commences to descendagain, as shown in Figs. 9 and 16. It will also be seen that the upperopenings 7 and 13 and the lower openings 8 and 14: which are brought insuccession opposite the ports 4, serve alternately for the admission ofthe gases to the crank casing pump body. It is not indispensableto thusdistribute the inlet openings in the valve in two rows which arealternately in use but this arrangement permits of advanta eous valuesbeing given to theinlet ports and to the strokes of the slide Valves.Furthermore, although in the drawing the expansionsleeves are placedinside the principal sleeve, they may obviously surround it in someconstructions.

The cooling of the distribution mechanism is insured in a veryefficacious manner, externally by a Water jacket 27 surrounding thecasing 2', and internally by the inrush of the freshgases. Furthermoreit is only the very small part of the outer sleeve 5 bounded bythe portsawhichis exposed to the high temperature of the cylinder. The freshgases being admitted atthe end opposite to the exhaust ports for theburnt gases, are completely separated from the residues of coinbustionwhich they sweep out before them. They are also admitted close to theigniting apparatus and, at the moment of explosion the latter is in thecenter of a readily inflammable mixture whatever the volume of gas 1admitted may be. Finally it is important to state that the speed of thereciprocating sleeves is much less than that of the piston, so thatthere are only feeble forces of inertia in action and the working of themotor is remarkably regular and silent. Since these sleeves-or slidevalves are well balanced, are not subjected to any lateral strain andare not exposed to high temperatures, the distribution niechanisn'i' isonly subjected to a negligible amountof wear and may be used for averylong time. If the rows of openings 1n the distr butlon mechanlsm areduplicated, a single mechanism can be used in connection with twocylinders the cranks of which are keyed at 180 from each other or twooppositely arranged cylinders and the pump bodies of the same,

The hereinbefore described distribution mechanism may obviously beapplied to any two stroke cycle internal combustion engine and theprevious compression of the gases also be e'iiected in a chamberindependent of the crank casing instead of therein. 1 hat I claim as newand desire to secure by Letters Patent, is v 1. A two stroke cycleinternal combustion ei'i'gine, comprising the combination with thecylinder of the engine haviii'g a crank case serving as a pump body; ofsuperimposed slide valves exteriorly of the cylinder for controllingboth the admission of the gases to the pump body and the admission tothe cylinder, a driving shaft for the motor and a shaft rotating at onehalf the speed of the driving shaft for operating said slide valves.

2. In a two stroke cycle internal combustion engine, a cylinder having apump body, a piston working in said cylinder, a driving shaft connectedwith the piston, a casing forming an extension of the pump body andconnected to both the cylinder and the gas supply pipe, a main slidevalve controlling both the admission of the gases to the pump body andthe admission to the cylinder, an auxiliary slide valve for each of thesaid two admissions and a shaft rotating at one half the speed of thedriving shaft operating said slide valves.

8. In a two stroke cycle internal combustion engine, a cylinder having agas supply pipe, and a pump body, a casing forming an extension of thepump body and connected to both the cylinder and the gas supply pipe, adriving shaft, a piston in the cylinder connected with the drivingshaft, a main slide valve controlling both the admission of the gases tothe pump body and the admission to the cylinder, an auxiliary slidevalve for each of the said two admissions, a distribution shaft rotatingat one half of the speed of the driving shaft and cranks keyed on saiddistribution shaft for operating separately said slide valves, therelative positions of the cranks being such that the admission of thegases to the cylinder takes place when the principal slide valve and theauxiliary valve for the admission to the cylinder are at the middle oftheir strokes.

4. In a two stroke cycle internal combustion engine, a pump body, atubular casing forming an extension of the pump body, a cylinder havinga gas supply pipe, said casing being connected to both the cylinder andthe gas supply pipe, a principal sliding sleeve within said casingcontrolling both the admission of the gases to the pump body and theadmission to the cylinder, an auxiliary sliding sleeve within saidprincipal sleeve for each of the said two admissions, a driving shaftfor the engine and a shaft rotating at one half the speed of the drivingshaft for operating said sliding sleeves.

5. In a two stroke cycle internal combustion engine, a cylinder having acrank casing and a gas supply pipe, a tubular cas ing forming anextension of the crank casing and connected to both the cylinder and thegas supply pipe, a principal sliding sleeve provided with one row ofapertures for controlling the admission of the gases to the cylinder andtwo rows of apertures serving alternately for the admission to the crankcasing, an auxiliary sliding sleeve provided with one row of aperturesfor the admission to the cylinder, another auxiliary sliding sleeveprovided with two rows of apertures serving alternately for theadmission to the crank casing a driving shaft and a shaft rotating atone half the speed of the driving shaft of the engine for operating saidsliding sleeves.

6. A two stroke cycle internal combustion engine comprising incombination a cylinder having inlet and outlet ports placed at oppositeends thereof, a piston uncovering the outlet ports at the end of itsoutward stroke, a pump body for sucking in and compressing the gasesprior to their introduction into the cylinder, a gas supply pipe, adistribution casing forming an extension of said pump body and connectedto both the cylinder and the gas supply pipe, superimposed slide valveswithin said casing for controlling both the admission of the gases tothe pump body and the admission to the cylinder a driving shaft and ashaft rotating at one half the speed of the driving shaft for operatingsaid slide valves.

7. A two stroke cycle internal combustion engine comprising incombination a cylinder, a piston, an ignition device, inlet ports insaid cylinder in proximity of said ignition device, outlet ports in saidcylinder adapted to be uncovered by the piston at the end of its outwardstroke, a crank casing forming a pump body, a distribution casingforming an extension of the crank casing, 'a principal slide valvewithin said distribution casing controlling both the admission of thegases to the crank casing and the admission to the cylinder, anauxiliary slide valve for each of the said two admissions a drivingshaft and a shaft rotating at one half the speed of the driving shaftfor operating said slide valves.

In testimony whereof I have aflixed my signature in presence of twowitnesses.

THEOPHILE BERLIZE.

Copies 01' this patent may be obtained for five cents each, byaddressing the Commissioner of Patents Washington, D. 0.

